High-pressure-hydraulic marine propulsion



. 3, 19'29- F. MAuQUol HIGH PRESSURE HYDRAULIC MAHIE PROPULSION Filed July V10, 1929 I N V EN TOR. A@

ATTORNEY dal Patented Dec. 3, 1929 UNITED STATES PATENT OFFICE FRIEDRICH MAUQUOI, OF PATERSON, NEW' JERSEY Application ied July 10,

This invention relates to the propulsion ot ships by the direct application of hydraulic pressure to the water in which a vessel is to be moved and maneuvered. My improve- `inents relate in particular to gearing for marine propulsion which issues from a vessel into the surrounding medium specifically arranged bodies of said medium under a very high pressure and some of theirl objects are, first, to eliminate all mechanical propelling gearing and to obviate the steering means on the outside of a vessel; second, to control the movement of a vessel by injecting water un der high pressure directly into the water surrounding the vessel; third, to apply the high pressure in steps and stages to the water surrounding the vessel so as to etl'ect a better means of propulsion; fourth, to apply the pressure which serves for the propulsion of a vessel, to the surrounding water at a multiplicity of points, which are spaced apart in a definite geometrical figure, and thus to increase the area of pressure reaction; fifth, to concentrate the propelling gearing in the stern ol a vessel.

I attain these and other objects by the mech.- anism illustrated in the accompanying drawings in which,

Figure 1 is a substantially bisected rear view-of a submersed section of the stern of a vessel.

Figure 2 is a corresponding side view ci the stern of a vessel.

Figure 3 is a corresponding plan view of the substantially bisected stern of a vessel in which the top part of the ship, above my improved mechanism, has been cut away. This view also includes a small midship part of the vessel.

Similar numerals refer to similar parts throughout the various views.

The power rerpriredfor the `operation or' the gearing, which use for the propulsion of a vessel and which is located in the stern thereof, is generated in a power plant located further to the front ot the boat, at the center ot it, for instance, where it is ordinarily located in power-driven ships. The energy, which is thus made available, is transmitted from that power plant to the stern of the ship by steam,

HIGH-PRESSURE-I-IYDRAULIC MAINE PROPULSION 1929. serial No. 377,104.

electricity, or other means of conveying energy. In my drawings I show electric inotor 5 which is driven by electricity conveyed to it from a power plant at the center ot the vessel but a steam turbine or another kind of secondary mover may of course take its place as an equivalent.

Only one half of the stern of a vessel is shown in Figures 1 and?) of the drawings, since the other halt would, under the circun stances of the arrangement shown, be substantially symmetrical to the part shown. There are therefore two motors 5, so that there will be reserve motive apparatus in case a motor in one ot the halves of the stern of the ship breaks down.

The motor 5 is vertically mounted in the l stern of the ship and directly connected by a coupling 6 to a pump 7 which is mounted in the stern of the ship, below said motor. The pump shown is exemplarily indicated as a multistage centrifugal pump. The intake S of the pump is disposed downwardly and :trontwardly and connects to a gate valve 9 (partly sectioned away in Figure 3) from which an operating arbor 10 extends at an angle upward. The gate valve connects to a large opening 12' in the wall of the vessel. the connecting pipe 13 between said opening 12 and the gate 9 being disposed in a direction towards the stern of the boat so that the suction oiE the water taken in through the opening 12 will be of help in driving the ship forward. I choose however to make this opening 12 of such large proportions that the suction effect becomes comparatively small. The outlet 14 ot the pump directly connects to a gate valve 15, the operating arbor 16 of which extends vertically upwards.` The gate valve 15 is mounted upon the side of tank 17 so that the pump opens directly upon said tank when the valve 15 is in an open position. The tank 17 is completely closed on the top (with the exception of a manhole) so that the part of the tank above the opening 18 through which the discharge of the pump 7 enters upon said tank represents an upwardly closed chamber which serves for balancing the pressures and which serves to decrease the initial reaction against thepressure head of the discharge delivered from the pumps 7, when said pumps Y are initially set into motion.

Other gate valves 19, controlled by vertical operating arbors 32, issue towards the rear from the tank 17; whereas these valves 19 connect to the tank by a single pipe 20, they open as manifolds in sternward direction by a series of pipes 21, 22 and 23, the end sections of which are substantially horizontal and substantially parallel to the center line of the ship. These pipes issue vthrough the walls 24 of the vessel by openings 25, 26 and 27 respectively. The pipes 21, 22 and 23 are grouped near their ends in a substantially equilateral polygonal figure (Figure 1).

The tank 17 is substantially closed at its Y bottom but it shows at the center an outlet at 'i substantially Y be disturbed thereby.

which a safety valve 28 is fastened thereupon. This safety valve is arranged t0 open automatically when the pressure in the tank reaches a maximum pressure beyond which the hydraulic gearing of my mechanism is not to be taxed. When it is opened by a pressure which exceeds the maximum pressure permissible, the water issues from said valve towards both sides of the boat, and leaves the boat by openings 29 in the Wall which are located closely above the keel of the boat.

Just above the bottom of the tank a pipe line 31 issues therefrom which is curved toward the front of the boat to such a degree that it breaks through the wall 24 of the vessel tangentially. The opening upon which said pipe issues is closed by a door 33, which is hinged upon the lug 34, at which the pipe 31 merges into the wall 24, in such a manner that its outside is substantially flush with the surface of the wall 24 of the vessel, when it is closed. This door is Julcrumed in a vertical arbor 35 which is fastened upon the door so that it-s operation atcits upper end may serve to open and close this door.

In Figure 3 the door is shown in dotted lines in a partly openv position, 33a. The door, `when open, forms a frontward continuation of the .wall of the pipe 31. Thus the water issues from said door in a direction substantially towards the bow of the boat.

The operation of the door 33 may be accompanied with difficult-ies since it is exposed to the high pressure of the water from the tank 17. Owing to thesevditiiculties and owing to the mechanical complications which arise inthe task of closely fittinga door of this kind, a gate valve may be provided betweenthat door and tank 17 in pipe line 31. This valve' is not shown in the drawing because the intelligibility of the figures might There isanother outlet 36 upon the tank.

Y This connects to a gate valve 37 which is operatable by a verticalarbor 38.v To this valve 37-connects a pipe line 39 which runs to the midship section and at villthe pipe line 39 issues through the wall of the vessel in a direction substantially at right angles with the bisecting plane of Figures 1 and 3.

My invention operates as follows:

The valves 15 are normally open so that the full pressure of the water issuing from the pumps 7 enters upon the tank 17. The valve 19 controls the forward motion of the boat, door 33 the movement astern, and the pipe lines controlled by valves 37 carry the water under high pressure to the center of the ship, where they issue through its sides and steer it sideways. Vhereas the valves 37 will ordinarily be operated singly, the valves 19 and the door 33 will, respectively, ordinarily be opened or closed at the same time, in both the symmetrical sections of the stern of the boat. The arbors 32 may therefore be provided with gearing which allows both the valves 19 to be operated together and the same applies to the arbors 35 on the doors 33 and arbors 16 operating valves 15. But such connecting gearing must be disengagcable so that the valves can be operated individually, which may at times be required for steering purposes or when one or the other line is iucapacitated. To facilitate the operation of the various valves they may be driven by inf mechanism is driven by steam the respective arbors may be operated by small steam engine units.

@ne particular advantage of my invention lies in the application of very high pressures to the water which serves for the propulsion. These pressures will be so high that they would give the vessel a tremendous speed if it could unimpededly react from the pressures exerted by the water issuing from the boat upon the surrounding water. But it is of course practically impossible to have the ship move at a speed even near to the velocity of flow of the water in the pipes through which the water issues from the ship under high pressure. suitable distribution of the various outlet holes covering, in a cluster or other specific geometrical formation, an area approximately equivalent to the working radius of a propeller, and by suitably spacing these outlet holes in respect to each other and in relation to their respective cross sections, the pressure of the water issuing from these vents may he caused to react upon a much larger cross section than that of the high pressure stream or streams of water; this action is accentuated by the natural offsetting of the outlets brought about by the curvature of the stern of the hull of the vessel. I thereby succeed in setting a greater mass of water into slower motion, this greater mass of slower movement pressing upon the water surrounding the vessel and driving the vessel ahead at a speed I have however discovered that a mesma substantially like that of said slower moving mass of Water.

Although my device is so arranged that it normally may discharge the Water simultaneously, yet it will be seen that the Water issuing from the opening 25 serves as preliminary means tor setting up the reaction required for obtaining a certain speed oit movement, this reaction will become fully effective only after intermediary streams ot high pressure Water have issued from openings 26, whereupon the. full eilect ot trontivard propulsion of the boat at a ratio of speed which stands in adequate relation to the velocity et flow ot the Water in the pipes is attained and fully made luse ot in the Work performed by the streams ot' water issuing from openings 27.

A. great variety of modilications in the spacing and shaping of the outlets issuing the AWater under high pressure may be brought about and may vary considerably accordingl to the pressures used, the depth, tonnage and cross section ot the boat and the shaping of the hull of the boat at the stern.

Having thus described my invention by means ot the accompanying, exemplary draivings, l do not desire to have its scope limited llo the exact means of execution shown, but I desire to protect it broadly to the extent permitted by the state ot' the prior art and the appended claims.

I claim:

l. An apparatus for marine propulsion located in the stern ot a vessel, comprising a high pressure Water pump, a pressure controlling tank connected thereto, a valve between said pump and tank, and a plurality of pipes issuing from said tank discharging upon the outside oit the hull ot the vessel at the stern thereof, the discharge outlets ot said pipes being spaced at substantially regular intervals and arranged in a substantially circular cluster.

2. In an apparatus ttor n'iarine propulsion located in the stern ot a vessel, the combination of a high pressure water pump, a supply inlet tor said pump, a discharge outlet from said pump, a pressure controlling tank connected to said discharge outlet, a plurality ot pipes issuing from said tank discharging upon the outside ot the hull of the vessel at the stern thereof, the discharge outlets ot said pi pes being spaced at substantially regular intervals and arranged in a substantially i circular cluster, and control valves, to indepeudently control respectively the intake of water to said pump, the discharge of water to said tank, and the discharge of Water from said tank, through said plurality of pipes.

3. ln an apparatus for marine propulsion located in the stern of a vessel, the combination et a high pressure -water pump, a supply inlet for said pump, a discharge outlet for said pump, a pressure controlling` tank connected to said pump discharge outlet, a plurality of pipes issuing from said tank discharging outside ot the liull of the vessel, some of said pipes discharging laterally amidship, substantially at right angles to the hull ot the vessel, others ot said pipes discharging lateraly substantially at an acute angle to the hull of the vessel, near the stern thereof, and others ot said pipes discharging rearwardly from the stern ot the vessel, substantially in line with the longitudinal axis ot the vessel, the discharge outlets ot the stern discharge pipes being spaced apart substantia'lly at regular intervals and arranged in a substantial circular cluster, and valves controlling independently 'the discharge ot` Water from the lateral and the stern dischargii'ig pipes.

l. In an apparatus for marine propulsion located in the stern of a vessel, the combina tionoi a. high pressure Water pump, an outlet in said pump, a pressure Controlling tank connected to said outlet, and a plurality of pipes connected to and issuing from said tank, extending to and dischargingthrough the stern of the hull ot said vessel below the Water line, said discharge outlets being spaced apart at substantially regular intervals and arn ranged in a substantially circular cluster, whereby Water issuing under pressure from said outlets engages the Water outside oil the stern of the vessel in an area corresponding to the area of the circle of the cluster, and propels it astern substantially as one mass Withv the Water issuing under pressure from said outlets.

5. In an apparatus for marine propulsion located in the stern oit' a vessel, the combination of a high pressure Water pump, a pump inlet extending from the pump toward the bow oft' the vessel below the Water line connecting the pump with 'the vessel submerging Water, a valve controlling the intake ot Water through said inlet, outlet in. said pump, a pressure controlling tank connected to said out-let, a valve controlling the discharge ot Water from said tank, and a plurality oi? pipes connected to and issuing trom said tank and controlled by said discharge controlling valve, extending to and discharging through the stern of the hull el said vessel below the Water line, said c ischarge outlets icing spaced apart at substantially regular intervals and ar ranged in a substantially circular cluster, whereby Water issuing under pressure from said outlets engages the Water outside oit' the stern of the vessel in an area corresponding to the area of the circle ol" the cluster and propels it astern substantially as one mass with the Water issuing under pressure from said outlet-s.

6. In an apparatus for marine propulsion located in the stern of a vessel, the combination of a high pressure Water pump, an intake opening connected to said pump, a valve controlling the flow et Water to said pump through said intake opening, an outlet from said pump, a valve controlling the discharge of water from said pump outlet, a pressure controlling tank connected to said pump outlet, an outletV from said pressure controlling tank, a .valve controlling the discharge of water from said tank outlet, a plurality of pipes connected to said tank discharge controlling valve extending to and discharging through the stern of the hull of said Vessel below the water line, said discharge outlets being spaced apart at substantially regular intervals and arranged in a substantially circular cluster, a discharge pipe connected to said tank extending toward the bow of the vessel and discharging laterally through the hull of the vessel near the stern and below the water line, the discharge opening of said pipe merging atan acute angle into the hull of said vessel and conforming therewith, and a valve at the discharge outlet of said laterally discharging pipe controlling the discharge of water therefrom. Y

7 In an apparatus for marine propulsion located in the stern of a Vessel, the combination of a high pressure water pump, an outlet in said pump, a pressure controlling tank connected to said outlet, an outlet in said tank, Y

a valve controlling the discharge of water yfrom said tank outlet, a plurality oi pipes connected to said tank discharge out-let and controlled by said Valve extending to and discharging through the stern of the hull of said vessel below the Water line, said discharge outlets being spaced apart at substantially regular intervals and arranged in a substan- V tially circular cluster, a pipe connected to said tank extending substantially to the midportion of the vessel and discharging laterallly through the hull there-of below the water line, substantially at right angles to the longitudinal axis of the vessel, and a valve controlling the flow of water inV said laterally discharging pipe. c

Signed at New York in the county of New York and State of New York this first day of July, A. D. 1929.

FRIEDRICH MAUQUoI. 

